Locomotive.



No. 666,394. Patented Jan. 22, l90l. J. PLAYER.

LOGOMUTIVE.

(Application filed June 30, 1900.) Modem 2 Sheets-Sheet 1.

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No. 666,394. Patented Jan. 22, 90L

J. PLAYER. LOCUMOTIVE.

(Application filed June 30, 1900.

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UNTTED STATEs PATENT @EEIQE.

JOHN PLAYER, OF TOPEKA, KANSAS.

LOCOMOTIVE.

SPECIFICATION forming part of Letters Patent N 0. 666,394, dated January 22, 1901.

Original application filed April 25, 1900, SerialNo. 14,212. Divided and this application filed June 30,1900. Serial No. 22,122. (No model.)

T0 at whom it may concern/.-

Be it known that I, JOHN PLAYER, a citizen of the United States, residing at Topeka, in the county of Shawnee and State of Kansas, have invented certain new and useful Improvements in Locomotives, of which the following is a specification.

The invention relates to the means by which a suitable artificial draft can be furnished the fire-box or fuel-chamber of the locomotiveboiler by and during the forward movement of the engine and also to the construction of an ash-pit and means for discharging ashes therefrom, all of which will more fully hereinafter appear.

The principal object of the invention is to provide a locomotive with simple,economical, and efficient means for obtaining an artificial draft by and during the movement of the 10- comotive.

A further object of the invention is to provide a locomotive-boiler with a suitable ashpit and means for discharging ashes therefrom.

Further objects of theinvention will appear from an examination of the drawings and the following specification and claims.

The invention consists principally in the combination of the locomotive-boiler provided witha fire-box, an ash-pit directly under the same,and a draft and ash-receiving tube opening to the ash-pit and extending out through the rear end thereof to the outer air.

The invention consists, further and finally, in the features, combinations, and details of construction hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a longitudinal sectional elevation of the front end of a locomotive-boiler constructed in accordance with my improvements; and Fig. 2 is a similar View of the rear end of the boiler, forming a continuation of Fig. 1.

In illustrating and describing my invention I have chosen to illustrate and describe it in connection with a locomotive boiler and engine which is clearly and fully illustrated, described, and claimed in an application filed by me the 25th day of April, A. D. 1900, Serial No. 14,212, of which this is a division.

In illustrating and describing these improvements I have only illustrated and described those parts which I consider to be new, taken in connection with so much as is old as will properly disclose the invention and enable those skilled in the art to practice the same, leaving out of consideration other and well-known mechanisms, which if shown and described herein would only tend to confusion, prolixity, and ambiguity.

In constructing the locomotive in accordance with these improvements I prefer to use a boiler A, which is practically a long continuous cylindrical shell from end to end and which does not have, in its objectionable sense, the low depending fire-box so commonly and uniformly used in connection with locomotives of the ordinary construction.

To provide for the maximum results from the combustion of the fuel and a consequent greater steam generation per pound of fuel used, a second cylindrical shell Bis used and inserted axially through the boiler from end to end. This second shell is inserted with its axis eccentric to the main shell and preferably corrugated circumferentially, so as to greatly strengthen it and to enable it to withstand the high pressure in the boiler-space between it and the main shell with little or no staying. An inspection of the drawings will show that this second shell forms a substantial axial opening or combustion-chamber through the water-space of the boiler, from end to end thereof, and that the fire-box C is located at the back end of the same. The corrugated surface of this second shell while greatly strengthening resistance to high boiler-pressure also presents a greater surface for contact by the heated gases and products of combustion, and thus enables a high efficiency of fuel to be obtained. The heated gases pass forward through this axial opening to the front of the boiler and thence rearwardly through the fire-tubes c to the rear of the boiler into a smoke-box D,which connects the front end of the fire-tubes together.

The locomotive isprovided with the usual smoke-stack E at the front end, out through which the heated gases and products of combustion should pass with the exhaust-steam. In order to accomplish this result, the smokebox of the locomotive is in connection with the IOO .tion.

stack by means of two large return-fines G, one only being shown, which extend lengthwise of the boiler, on the outer upper side thereof, one to each side of the longitudinal center. These large return smokedilnes are placed practically in contact with the outer shell of the boiler, so that heat may be exhausted from the gases and products of combustion before they pass out through the stack. From the foregoing description and an examination of the drawings it will be seen that a greater amount of heat resulting from the combustion of the fuel can be utilized to generate steam than in the locomotive now in use; further, that as a consequence there is less of the objectionable features of sparking, to the danger of the adjacent country.

It is highly desirable to furnish means by which an artificial draft may be obtained and that by and during the forward movement of the train and also to provide means for discharging the ashes when the engine is in motion or standing still. In order to accomplish this result, a draft and ash-discharging tube H is provided. This tube is arranged lengthwise of the boiler, on the inside of the inner shell, and opens into the ash-pit C below the grate-bars, as shown, and is dropped down at the rear end of the boiler, so as to extend out through the same. Its outer end is provided with a scoop h, hinged thereto, so that it can swing open any desired amount and obtain the desired amount of draft. A closing-plate h may be used and held in place by the pins 7L2, so as to cut off the artificial draft entirely. The scoop may be operated from the cab of the locomotive by using rods and bell-cranks, all of which is easily understood.

The ash-pit with which the ash-discharge and draft tube is connected is within the inner shell of the boiler, affording great economy of space as Well as economy in construc- This arrangement also admits of placing the ash-discharge and draft tube within the boiler-shell throughout the entire length of the boiler from the point of connection with the ash-pit and on a plane as low as that of the bottom of the ash-pit, as shown. Such arrangement is very desirable in that it affords a discharge-passage for the ashes as low as or lower throughout its length than the ash-pit, as shown. In order to best serve both as an ash-discharge and draft tube, it is important that the draft-tube should be placed within the boiler-shell, as shown, and at the same time be on as low a plane as the ash-pit. Placing the draft-tube within the boiler-shell afiords a passage for incoming air, subject to great heat both from the combustionchamber and the water-space of the boiler, causing the tube to discharge heated air beneath the grate in a swift volume and through the burning fuel in the most efiective manner, resulting in great economy of fuel and causing a strong upward draft through the grate.

The discharge of ashes is effected by using a pipe I, connected with asuitable source of fluid-pressure, such as steam or water, and providing it with several nozzles t', arranged to force the ashes into and through the discharge-tube, as shown in Fig. 1.

It is possible that the ashes might choke at the throat or opening of the discharge-tube, and thus prevent the obtaining of the artificial draft above described. To prevent this objectionable feature, a hollow crossbar K is used, having one or more openings 7.: inside the ash-pit and another opening or set of openings K in the passage, so that should the throat be choked the draft could still pass through these openings, around the obstruction, and into the ash-pit, and then up into the fire-box to assist the combustion of the coal. The brick-lined space of the boiler is connected with the ash and discharging tube directly in line with the outlet thereof and is provided with a gate 7L3, which may be operated from the outside by means of a bellcrank. (Not shown.)

It is often desired to dump the ashes by manual labor, and for this purpose an ashhopper J is provided (see Fig. 2) and arranged at the back of the ash pit, so that a doorj may be opened and the ashes drawn out of the pit into the hopper.

The parts which are shown and described, but not claimed, herein are shown, described, and claimed in the application above noted.

I claim 1. In a locomotive, the combination of a boiler provided with a fire-box at the rear end thereof and an ash-pit directly under the same, a draft-tube connected with the front end of the ash-pit, extending forwardly from the same to a point at or near the front end of the locomotive, and means for discharging ashes through the same, substantially as described.

2. In a locomotive, the combination with a boiler-shell provided with a firebox therein at the rear end thereof, of an ash-pit within the boiler-shell directly under the fire-box, an ash-discharge and draft tube opening into the front end of the ash-pit extending forward therefrom within the boiler-shell and opening into the outer air, and tube mechanism for furnishing a supply of fluid under pressure through the ash-pit to discharge the ashes through the tube, substantially as described.

3. In a locomotive, the combination with a boiler, composed of an outer cylindrical shell, an inner shell extending longitudinally through it entirely encircled. thereby, the axial opening of which forms a combustionchamber and the space between the shells formingthe water and steam space of the boiler, of a fire-box formed in and partly by the walls of the front end of the combustionchamber, an ash-pit directly under the firebox, a draft and ash-discharging tube opening into the ash-pit and extending through the combustion-chamber and out through the rear end thereof to the outer air, and means for furnishing fluid under pressure through the ash-pit to the ash-disoharge and draft tube to discharge the ashes, substantially as described.

4. In a locomotive, the combination of a boiler provided with an axial combustionohanlber extending through the Water-space from end to end thereof, a fire-box formed in and partly by the Walls of the front end of the combustion-chamber, an ash-pit directly u11- der the same, a draft and ash-discharging tube opening into the front end of the ashpit and extending through the combustionchamber out through the rear end thereof to the outer air, tube or pipe mechanism for furnishing a supply of fluid under pressure through the ash-pit to discharge the ashes through the tube, and a hollow cross-bar at the throat of the tube opening on one side into the ash-pit and on the other side into the tube, substantially as described.

JOHN PLAYER.

Witnesses:

W. O. PEYTON, E. O. BEYNON. 

